Hydrocarbon engine



J. E. FULLER HYDROGARBON ENGINE Sept. 25, 1928.

Filed Jan. 18, 1926 2 Sheets-Sheet om QM o\ I H m o@ mm R Pm. .v lwm on Q0 Sept, 25,- 1928. 1,685,282 J.-E.FULLER HYDROCARBON ENGINE Filed Jan. 18, 1926 2 Sheets-Sheet 2 La fi i Patented Sept. 25, 1928. i

PATENT OFFICE.

UNITED STATES v JOHN E. FULLER, OF HARTS'VILLE, SOUTH CAROLINA.

HYDROCABBON ENGINE.

.npplication filed January 18, 1926. Serial No. 81,957.

. fuel used in a hydro-carbon motor, which object is attained, in part, by sprayingthe fuel across the path of the incoming a r. nother object is to vaporize a cons derable part, if not all, of the fuel, and this is accomplished' by hurling the fuel n the form of a spray against ahot surface, In the resent case the exhaust valve. Another 0 ect is to heat the incoming air. This isdo ie by conducting the air across a hot surface, in the present case the exhaust valve, thus not only heating the air but conservin the valve by reducing its temperature. T e air is conducted across the exhaust valve by means of a deflecting vane 0r baflle, which imparts a c1r-. cular or whirling motion to the air, 1. e., the mixture of air and fuel, as it passes to the cylinder, thus more thoroughly mixing the air and fuel. Other objects, and novel means for attaining them, will be described pres-.

ently.

In the accompanying drawings, which llustra-te one embodiment of my invention,

Fig.- 1 is an elevational view, partly insection on line 1-1 in Fig. 2, of a portion of an internal combustion engine equipped'with my fuel injection device; i 1' v I. 1

Fig. 2 is a fragmental sectional plan view of the combustion chamber of one'cylinder of 1 my engine, taken on the line 2-2 of Fig. 3,

showing the deflecting vane or baflie and its relation to the cylinder, the exhaust and intake valves;

Fig. 3 is a fragmentalsectional view. on line 33 in Fig.2; P

Fig. 4 is a section thru the fuel in ection valve on line 4-4 in Fig. 1'; v v I Fig. 5 is a section on the line 5-5 in Fig. 4, but with the valve plug rotated 90 degrees; Fig. 6 is a bottom view of what, for the want of a better name, I shall call 0. diaphragm, drawn on .a largerscale than the other views; and

Fig. 7 is a sectional view'of the fuel nozzle,

also drawn onan enlarged scale.

In the drawings the various parts are shown in positions best adapted to exhibit the parts, and it is not to be understood that the engine is to be operated with the parts in the relative positions they occupy in the gases drawings. In fact, the proper positions of the parts will depend upon conditions; for example, the number of cylinders there are in the engine. view of the following description of my invention and its relation to the engine as a whole, which engine is in the main of a well lmown type, anyone skilled in the art to which my invention appertains will understand how to time the various movebers of cylinders.

: Situated in a lateral extension 15 of th cylinder block 10ai e an air inlet valve 13 and aniexhaust valve 14, arranged to move vertically in guides 16, the former closing 'anairport 17 ."and the latter closing an exhaust port 18.; Below this extension is a ,cam shaft 19'revoluble' in bearings 20, only one, of which is visible in F ig- 1. Cams 21 and 22;.on this shaft operates valves 13 and 14 thru the medium of followers 23 and 24,

respectively.- The valves are closed'by compression springs 25 and 26. Air enters the port 7 thru a manifold 27, and the exhaust leave the port 18 thru a manifold 28. It is to be understood that, as the name implies, the intake and the exhaust manifolds serve other cylinders of the engine. i A cylinder head 29 covers the cylinder block 10 and is constructed so' as to provide a combustion chamber 30 above each cylinder. This 0 linder head also covers the extension 15 of t e block and thecombustion chambers 30 extend intothe portionsof the head 29 which cover the valves 13 and 14. Thus the the well known L head curved wall of the chamber adjacent to the jections 43 and 44 extending axially from its tapered body. The projection 44 carries a collar 45. A compression spring 46 surrounding the extension 44 and confined between the collar and a thrust bea'ring47 resting against the casing 40, keeps the plug 42 firmly seated in the casing 40. The plug is bored to provide an axial passage 50; holes 51 connect this passage with the surface of the plug.

The purpose of these holes will'be explained later.

A similar valve is provided for each cylinder of theengine; in Fig. 1, two such valves are shown. Adjacent valves are connected by hollow flexible couplings 60. The first plug in the series is connected by a similar coupling to a shaft 61, mounted in a bearing 62 carried by one end of the cylinder head 29. The shaft 61 is rotated by and in synchronism with the cam shaft 19 of the motor by a sprocket chain, only a portion of which is shown. The shaft 61 is drilled from one end to form a passage 63. A port 64 connects this passa e to an annular recess 65 in the bearing 62, w ich recess is connected to an oil supply by a pipe 66. The projection 44 on the ast plug in the series rotates in a stationary cap 67, having an outlet 68 which may be varied bya valve 69. All the plugs 42 are cooled by oil, which flows thru the shaft 63, plugs 42 and couplings 60 under pressure. By throttling the flow of oil with the valve 69,

' thepressure may be increased sufficiently to force oil thru the holes 51 to lubricate the valves. 'It is deemed unnecessary to illustrate or describe means for producing this the tubes or passages 7 0" connects the recesses flow of oil.

The several plugs in the series are coupled together in their proper angular relationship,

while the flexible couplings preventdateral thrusts on the plugs, should the casings 40 become slightly out of alignment thru unequal expansion, or for other reasons.

Referring again to Fig. 1 it will be seen that passing transversely thru the center of each lug 42, and intersecting its axis are two paral el tubes 70, one of which is to receive, fuel, and both of which are connected to a supply of air or gas under pressure at certain parts of the operating cycle, as will be further explained presently. Traversing the casing 40, from end to end, are two passages 71. When ,the. plug is in the position shown in Figs. 1 and 4 the tubes: 70 register with the passages 71,- forming'twr'o contin- .6. Referring to this figure it will be noticed that passages 73 traverse the diaphragm obliquely, their inclinations being in opposite directions. Further reference to this will be made presently. A circular plate 75 is placed on an annular sill in the bottom of the tapped hole into which the casing 40 is afterward screwed. This plate. is traversed by a passage consisting of a conical or funnel-shaped recess 76, which extends about three-fourths of the way thru the plate, where it joins an inverted conical or funnel-shaped bore 77.

The juncture of these two conical bores forms an orifice 78, constituting the outlet of the nozzle. The diaphragm 72 comes to rest on the plate 75 when the casing is screwed in, the cone 74 extending into the recess 76. But the cone being considerably smaller than the recess, there is formed a conico-annular passage or mixing chamber 79 (see Figs. 1 and 4) into which the oblique passages 73 open.

Fuel is supplied to the plug 42 of the injection valve thru a pi e 80, communicating with a recess 81 in the ore of the casing 40. See Fig-s. 4 and 5. A valve 82 in the pipe 80 is provided to regulate the quantity of fuel supplied. On the opposite side of the bore is a recess 83, similar to recess 81, which recess is connected thru a pipe 84 to a vent pipe 85, commoncto all the injection valves on the engine, which pipe is connected to the intake manifold 27 thru a valve 86. Leadin from each cylinder, or its combustion cham er, to the top of the injection valve of the cylinder in next firing sequence, is a pipe 87.

I shall now describethe operation of my 81 and 83, enabling fuel to flow from the pipe 80 to said passage 70. This flow of fuel is stimulated by the relatively low pressure in the recess 83, duetoitsbeingin communication with the manifold 27. In effect the supply of fuel is under pressure. As the plug is rotating continuously the duration of this connection depends upon the length of said recesses. If it ever became desirable to admit fuel to both tubes 70 it would be possible to do so by merely lengthening the recesses 81 and 83, so as to allow the ends of both tubes 7 0 to register with the recesses simultaneously. Such a modification is so obvious that it is deemed unnecessary to illustrate it. The

movement of the plug 42 is. sotimed that it erse a volute path toward the orifice 7 8, resulting in its emergence from the nozzle in a whirling spray. At the same time a portion of the content of said cylinder enters the mixing chamber 79 thru the other passages 7 O and 71, and becomes mixed with the charge of fuel. This mixture is ejected from the nozzle with such force that it 1s hurled against the hot exhaust valve 14, in spite-of the cross current of air which itencounters in the combustion chamber. The fuel is vaporized by contact with the exhaust valve, and being picked up by the current of air, which is also heated by the exhaust valve, the air and fuel are further mixed by the whirling motion imparted to it by the deflectin vane 31. Upon the compression stroke of the piston the fuel mixture is driven back into the combustion chamber, the vane 31 now imparting to the mixture a whirling motion in the opposite direction. This insures a thorough mixing of the air and fuel, also complete vaporization of the fuel, resulting in nearly if not quite perfect combustion. The exhaust valve is ept from becoming injuriously hot by this periodical flow of fresh air across it.

I .provide two means for regulating the quantity of fuel supplied to the passages or reservoirs 7 O in the valve plug. First, each fuel pipe-.80..is provided with a regulating valve 82 to control the quantity of fuel flowing to its passages 70. Second, a valve 86 in the common vent pipe 85 regulates the effectiveness of the vent and thereby controls the quantity of fuel that flows into all of the valve plugs. For example, for various reasons, such as slight inaccuracies in the parts or 1n their respective timing, a larger or smaller quantity of fuel may tend 'to enter the as sage 70 in one plug than inether plugs. his can be corrected by adjustment of the several valves 82. After these valves have been ad j usted so that with a given vacuum in the pipe 85 each cylinder receives the same quantity of fuel, the quantity of fuel delivered to the .several cylinders may be varied by adjustment ofv the valve 86. Thus the richness of the fuel mixture may be adjusted with the single valve 86. As will be obvious, in no case is sufficient fuel admitted to the reservoirs or antechambers 70 to permit fuel to overflow into the vent 83, for this would be a waste of fuel. Neither the flexible couplings nor the cooling system described are essential to the operation of my device, altho' both serve useful purposes. Nor is it essential that the injection blast be obtainedfromanother cylinder, as an independent source of compressed gas could be used. In such a case my injection valve could be used on a single cylinder engine.

In practice of my invention it is not essential that there be two passages and 71, as one may be dispensed with. Two oblique passages 73 are advantageous for the purpose of producing the whirling spray issuing from the nozzle 77, but a single passage 71 might be arranged to connect to both passages 73, and this, being suggested, is sufficiently obvious to not require illustration. One of the spiral passages 73 might even be dispensed with, altho at some sacrifice of efficiency, depending, among other things, upon the character of the fuel used.

It is not to be understood that the deflecting vane isapplicable only to a case wherein the air and fuel enter the combustion chamber separately, it being clear that the vane would D operate in the manner described were the valve 13 used to admit a mixture of air and fuel instead of air alone.

one embodiment of my invention it is not to be understood that it is limited to the con-" struction shown. The scope of my invention is measured by the appended claims I claim:

1. In a fuel injection device for an internal combustion engine, a valve comprising a plug revoluble in a casing, said plug having a passage through it perpendicular to its axis of rotation, and having a relatively large longitudinal passage; said first mentioned passage comprising a tube which crosses the longitudinal passage, but enough smaller in diameter to avoid obstructing the latter, and means for introducing fuel to said tube and lubricant to said longitudinal passage.

2. In an internal combustion engine having a plurality of cylinders, a valve on each cylinder having a tapered plug revoluble in a casing, the several plugs being in axial alinement and connected to'rotate as an integer, said connection permitting each plug to seat itself in its own casing independently of the other plugs; said plugs having longitudinal passages which, being connected, permit a flow of liquid through the series whereby to cool the valve each plug having a hole leading from said passa e to its exterior, through which a portion 0 the liquid traversing the series of plugs may emerge to' lubricate the plugs.

3. In an internal combustion engine having a pluralit of cylinders served by an intake manifol an injection valve for each cylinder comprising. a casing having a fuel supply passage and a vent, a valve plug movable m each casing and provided with a fuel registration with the fuel supply passage and vent, a pipe connecting the ventm each casin to a common pipe leading to said manifo d, and a valve in said common pipe where- 'by to control the vacuum and thus vary the quantity of fuel drawn into the reservoirs. 4. In an internal combustion engine having a plurality of cylinders served by an lntake manifold, an injection valve for each cylinder comprising a casing having a fuel supply passage and a vent, a valve plug movable in each casing and provided with a fuel reservoir adapted to receive fuel when in registrat-ion with the fuel supply passage and vent,

a pipe connecting the vent in each casing to a common pipe leading to said manifold, a valve in said common pipe whereby to control the vacuum and thus vary the quantity of fuel drawn into the reservoirs, and a separate valve for each fuel supply passage, whereby to equalize the quantity of fuel admitted to the several injection valves.

5. In an internal combustion engine having a plurality of cylinders, a plurality of fuel injection valves, each having a casing provided with a fuelsupply passa e and injection blast passages, each valve eing also provided with a fuel chamber and a mixing chamber, and a separate conduit from the combustion chamber of each cylinder to the fuel injection valve for the cylinder next in firing sequence, for conveying injection gas pressure to said injection blast passages. 6. In an internal combustion engine having a plurality of cylinders, a plurality of fuel in ection valves, each comprising a valve casing, a valve plug revoluble therein, said casing and plug being provided with fuel and injection blast passages, and a separate conduit from the combustion chamber of each cylinder to the fuel injection valve for the cylinder next in firing sequence, providing means for supp-lying gases under pressure for I atomizing and injecting the fuel in accordance with the firing sequence of the cylinders.

7. In a fuel injection device for internal combustion engines, a valve comprising a rotary plug in a casing, said rotary plug and casing having two passages therethrough, said passages intersecting the axis of rotation at right angles and leading to a mixing chamber and spray nozzle, said casing having an additional passage and vent, the former for conveying liquid fuel to one of said pas- 55' antechamber, a'vent for the antechamber, a throttling valve in said vent for regulating the quantity of fuel entering the antechamber, means for subjecting the fuel in the antechamber to pressure whereby to expel said fuel therefrom, and means for closing the vent during that time.

9. In a fuel injection device for internal combustion engines, a valve casing", a rotary valve plug, a fuel supply passage in said valve casing, a fuel chamber in the valve plug, a vent in the valve casing, and a throttlingvalve in the vent to facilitate regulation of fuel entering said fuel chamber in the valve plug.

10. In an internal combustion engine having a plurality of cylinders, a plurality of fuel injection valves, each comprising a casin with a fuel supply passage and a vent, a va ve plug movable in each casing and provided with a fuel reservoir adapted to receive fuel when in registration with the said fuel supply passage and vent, a common ventpipe connecting the vent on each casing, a throttling valve in said common vent pipe to facilitate uniform and regulated feeding of fuel to each of the several fuel injection valves.

11. In an internal combustion engine having a cylinder, ancair passage to the cylinder, a rotary plug injection valve having a fuel passage in the plug, fuel supply and vent passages/to said plug, two injection blast passages leading to a mixingchamber and spray nozzle, a heated surface in said air passage opposite said spray nozzle, and means for injecting a mixture of fuel and gases across said air passage and onto said heated surface.

12. In a fuel injection device for an internal combustion motor, a series of valves, each havi g a fuel measuring chamber, there being one 65f these valves for each cylinder of the motor and a vent passage common to said fuel chambers, said vent being connected to the air intake manifold of the motor.

13. In a fuel injection device for an intennal combustion motor, a series of valves, each having a fuel measuring chamber, there being one of these valves for'each cylinder of the motor, a vent passage common to said fuel chambers, said vent being connected to the air intake manifold of the motor, and a throttle valve between said vent manifold.

14. In a fuel injection device for an internal combustion motor, a valve having a fuel measuring ant-echamber, a vent passage connected from,said antechamber to the air intake of the motor, and a throttle valve in said passage for regulating the flow of fuel into said antechamber by varying the pressure in said chamber.

JOHN E. FULLER.

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